Train-stop-control device



Aug. 6, 1929. H. ARNDT 1,723,835

TRAIN STOP CONTROL DEVICE Fi led Nov. 17, 1926 Patented Aug. 6, 1929.

UNHIJED STATES rinses smear optics.

IIEEIVIANN ARNDT, 6F BERLIIT, GERMANY, ASSIGNUR TO SIEMENS 8t HALLSKE, AKIIEN- GESELLSCHAFT, OF SIEMEBISSTAIJT, HEAR BERLIN, GERIJlAh-Tii', A CORPORATION TRAIIil-STOPCONTIROL DEVI-E.

Application filed November 17, 1526, Serial No. 148,884, and in Germany November 521, 1925.

My invention relates to a method for preventing; railroad trains or cars from running past stop signals.

It is already common to prevent the running past stop signals by transmitting the signal automatically to the train or car by means of levers, contacts or magnetic means which autoniuitically effect the application of the brakes or in the case of electric railways 1c the interruption of the supply of current and prevent the release of the brakes after the stop or produce all these results simultaneously. Such train sa'tety devices must be so designed that after the train has been is brought to a stop, and after the cause for the stop removed, the safety device can be returned into the position of rest and the train be started again.

To increase the safety still. further such train control. devices are, according to my invcnti on, so designed that after restarting the train can only attain a sate predetermined. speed beyond. which the train-stop device is rendered automatically operative again by a device controlled by the speed of the train. lhis result may according to my invention be attained, for instance, by causing; the armature of a supervising control relay to drop oil simultaneously with the operation 3c of the train-stop device when encountering a stop signal, which armature, however, :an-

not at once he returned into the position oi? rest after the train started again. This dropped all armature of the relay then connects the stop-device with circuits, the closing; or opening o't'" which is controlled by a centnrii'ugal governor or a similarly acting device, so that as soon as a predetermincil speed exceeded the stop device is actuated independently. Preferably, the relay is connected with the lever or the like controlled by the track signal in such a manner that it becomes operative under all circaunstances, even when the train has duly stopped in front of the signal. The train-stop device is in such a case usually reset later in order to resume travel and somctin'ies it may be even rendered inoperative altogether from the engineer s cab in well known manner when the engineer is permitted to travel. past the stop signal. In all cases, whether the train has been stopped or permitted to overrun. the stop signal, it necessary to travel carefully when starting again, a caution which, however, is not always observed by the engineer.

The resettingoit the. control. relay to the original state may then. be ellected at certain points along the track by the track guard after the lapse of a certain time. In order to prevent the premature and promiscuous resetting it may he made dependent upon the running oil of a clockwork or by providing lead seals which the track guard alone is permitted to break.

In the drawing aliixed hereto an embodiment of my invention is illustrated partly diagrammatically and partly in perspective view.

In this diagram 30 is the train-stop device located along the track which, when the stop signal set at the semaphore mast S, takes the position shown in full lines, while it is in the position 31 indicated in dotted lines when the proceed signal is set. 32 is the actuating; lever, which may be located upon the root of the engine and which when the train-stop device 30 is at stop is thrown in counter clockwise direction. It thereby carries the locking pawl 33 along against the resistance of the spring 34, so that the controller drum 35, in the recess 36 of which pawl 33 is normally located, now can turn in the direction of the arrow shown, under the action of the tension spring 37. Upon the controller drum are provided copper segments 8, 9 and. 10 over which glide the contact lingers l ll, l t-9, 143, l il, 1 115 tlltl hit). 38 represents the electrically controlled brake valve which, when energized causes the application. oi the brakes, in well known manner. 39 is the electrically controlled brake release valve which when energized ci'lects the release of the bral in a similar manner. ll) is the ci cult breaker which bridges over the contacts 42-2 and 43 in the line 414- leading across the controller to the motors, in well known manner (it is assumed in the present case that thetrain is propelled by electric motors). During the train travel the lever 4. 1 maintained in the position shown by a locking pawl to, in which position it closes the contacts 42, 4-3. The locking pawl l5 is a double-armed lever, the second arm of which is connec ed. with an iron core 46 which is attracted when the solenoid L7 is traversed by current, and thereby operates the locking pawl. which then. releases the lower end of the contact lever ell. This lever can new rock in clock vise direction under the influence of the spring 48, whereby the line 44 is interrupted and the motors come to a stop. 49 shows the hand brake switch drum for the engineer in developed state. Upon the drum segments 50 slide the contact fingers 51, 52 and 53, which are in the position 54 on the drum during braking, in the position 55 when travelling and in the position 56 when the brakes are released. In order to energize the brake release valve 39, or the brake valve 38 and the solenoid 47 for cut-out switch 42, 43 in accordance with the position of the hand controller 49 as well as in dependency upon the position of controller 35, special lines 57 58, 59 and 60 are provided at the root of the car or engine which lines are coupled with the corresponding lines of the adjacent car by plug and socket connections 70, 71 or the like. The line 60 is fed from the trolley wire 73 through the trolley The brake release valve 39 is connected at one terminal with the line 59 and at the other with the ground at 74, while the brake valve 38 is connected at one terminal with the line 57 and at the other terminal with the ground at 7 5. When the engineer applies the brakes himself, he sets the switch drum 49 into the finger contact position 54. The brake valve 38 then receives current over the following circuit: trolley wire 73, arm

27, lines 60 and'76, contact finger 51, segment 50, contact finger 52, line 77, valve 38, ground 75. lVhen releasing the brakes by means of the hand drum 49, the latter is set into contact position 56 where the brake releasing valve 39 receives current along the following circuit: trolley line 73, arm 27,

line 76, fingers 51, 53, line 104, contact 97,

line 155, contact 9 on drum 35, lines 58, 59,

valve 39, ground 74. If the stop lever 32,

, which normally holds drum 35 in the posicircuitptrolley line 73, arm 27, lines 60, 7 8,

finger 145, contact 8, finger 146, lines 80, 57, valve 38, ground 75. Simultaneously the solenoid 47, which by means of the armature 46 can interrupt the line 44 and thus eifect the cutting off of the operating current, receives current by way of the following circuit: lines '73, 27 78, branch 194',contact finger 141, contact 10, finger 142, line 82,

solenoid 47, ground 83. In this way the stopping of the train motors and the appli cation of the brakes is effected in a well known manner.

According to my invention an arm 84 carrying the contact 4 is fixed on the shaft of lever 32. In the position of the lever 32 shown, this arm 84 bridges over the contact fingers 85 and 86, so that the relay 2 arranged according to my invention receives current across the following circuit: lines 73, 27, 78, branch line 87, contacts 85, 4, 86, line 1, contact 88 made by the armature 3 of the relay 2, relay winding 2 and ground 89.

With one axle 11 of the train is connected a centrifugal governor 12 which may be driven in any suitable manner, for instance by bevel wheels 90, and which when the speed of the train increases carries the con tact arm 13 upwards, whereby it interrupts on the one hand the connection between the contacts 91 and 92, and on the other hand closes the connection between the contacts 93, 94, 95 and 96. hen actuating lever 32 is in normal position shown the relay 2 receives current in the manner previously stated and maintains its armature 3 attracted which in turn keeps the relay energizing line closed at the contact 88 and by the contacts 97 also the line which l ads to the brake release valve across the contact 9 of the controller drum previously traced. \Vhen the lever 32 is moved from normal position by the track stop 30 and the relay 2 is deenergized by the breaking of the contact 4,its armature 3 drops oil, interrupts the circuit of the contacts 88 and 97, and connect-s by means of the contacts 98 and 99 the brake release valve 39, the brake valve 3 and the solenoid 47 of the cut-out switch 49 with the aforesaid contacts 91 to 96 which are connected with the centrifugal governor as will presently be described. If after the train has been brought to a stop the lever 32 is returned by spring 34 into its normal position shown, the controller 35, when returned into normal position shown by means of handle 100 against spring 37, can be locked again in this position by pawl. 33 and the engineer is able to operate the hand controller drum 49 in the normal way described and to proceed with the train. The arrangement of armature 3 of relay 2, as shown, is such that when once rclcascd by relay 2, it is held in released position by means of a spring actuated pawl 102-) until reset by auxiliary means to be described later. Therefore, with the aforei'ncntioncd hand controller operation of the train, armature 3 is still in the dropped oli' position but the place of the contact 97 which normally closes the brake release line has now been taken by the contacts 91, 92 and lever 13 at the centrifugal regulator owing to the slow speed of the train. Thus when the engineer has set his hand controller 49 into the position 56, the brake release valve 39 is under slow speed conditions energized by the following circuit: trolley line 73, arm 27, lines 60 and 76, fingers 51, 53, line 194, contact 91, lever 13, contact 92, line 155,

fingers 144,143, and contact 9 on drum 35, lines 58,. 59, valve 39 and ground 74. AL though the contact 4 controlled by arm 84 has been cl sed again, the relay 2 receives no current for the time being since the manature contact 88 is still broken. The continuation of the travel is therefore possible so long as the speed of the train remains low. If the speed exceeds a definite value the lever 13 is raised by the centrifugal governor 12, interrupts the line to the brake re lease valve and simultaneously connects the contacts 93, 94, 95 and 96, so that the brake valve and the solenoid 47 controlling the cutout switch now receive current across the contacts 93, 94, 95 and 96 and the contacts 98, 99 provided upon the dropped oll' armature 3 of the relay 2, in a similar manner as described with reference to the controller 35, solenoid 47 receiving current over the iiollowing circuit: lines 73, 27, 78, branches 118 and 101, contact 99, line 18, contact 95, lever 13, contact 96, line19, branch 119, solenoid 47 and ground 83. The brake valve 38 receives current by way of the following circuit: lines 73, 27, 78, branch 118, branch 19:2, contact 98, line 14, contact 93, lever 13, contact 94, line 15, lines 81, 57, valve 38 and ground 75.

Only when the armature 3 has been returned into the normal position shown the brake valve 38, the brake release valve 39 and the solenoid 47 become again independ ent of the centrifugal governor 12. The return of the armature 3 intothe normal position, i. ,e. the attracted position, may be effected either by hand or automatically after a predetermined time by any suitable retarding means known inthe art. In the present example hand operated means are shown. For this purpose I provide a locking pawl 103 which locks armature 3 in the dropped position. This locking pawl is enclosed in a box 115, which-maybe sealed as shown at 116, and only the station master may be itlllll'lOl'lZGLl. to break the seal, and to reset armature 3 into attracted position, in which it held, immediately contact 83 is closed and solenoid 2 is energized. Thereby also contact 97 is closed and thus the control of the system is restored to the engi neers hand controller 49 for normal operation.

It should be noted from the drawing that it is possible, even if t ack lever 30 stands in stop position, to keep the controller drum in the position illustrated by holding the reset lever 100 and thus the drum against the tension. of spring 37, if it is desired intentionally to travel past a set stop signal, for instance with permission of the station master, so that the controller drum is not rotated when the lever 32 is turned aside by stop 30. The contact 4 is nevertheless interrupted by its arm 84 swinging with lever 32, so that also in this case the centrifugal governor is connected with the system and put into control for the purpose, above described.

Various modifications and changes may be made without departing from the spirit and the scope of the invention, and I desire, therefore, that only such lin'iitations shall be placed tliiereon a: are imposed by the prior art.

I claim as my invention 1. A device for autrinnatically stoppinga train by a track signal, comprir-iing a stopping device on the train and a stop actuating device normally controllable by the en gineer, an independent automatic stop actuating device, and means controlled by the track signal lior actuating said automatic device, means controllable by the ei'igincor tor resetting said automatic device to inoperative position and for maintaining it in said position ii desired, a speed. responsive sec ond automatic s )p actuating device, inde pendent ol' the lirst automatic device and of the engineefis device, adapted to actuate the stopping device only when a desired train speed limit is exceeded, and a supervising device on the train also controlled by the track signal, but out of the engineers control, tor placing said second automatic device in controlling position, permitting the engineer to exercise the train control at will so long as the train speed remains within the desired speed limit.

2. A device for autontiatically stopping a train by a track signal, comprising a stopping device on the train and a stop actuating device normally controllable by the urn gineer, an independent automatic stop actuating device, and means controlled by the track signal for actuating said automatic device, means controllable by the engineer for resetting said automatic device to inop erative position and for maintaining it in said position if desired, a governor controlled second automatic stop actuating device, independent of the first automatic device and ol. the engineers device, ada 'ited to actuate the stopping device only when a desired train speed limit is exceeded, and a supervising device on the train also controlled by the track signal, but out of the engineers control, for placing said second automatic device in controlling position, permitting the engineer to exercise the train control at will so long as the train speed remains within the desired speed limit.

3. A device for automatically stopping a train by a track signal, comprising a stopping device on the train and a stop actuating device normally controllable by the engineer, an independent automatic stop actuating de vice, and means controlled by the track signal for actuating said automatic device, means controllable by the engineer for reill) setting said automatic device to inoperative position and for maintaining it in said position vif desired, a speed responsive second automatic stop actuating device, independent of the first automatic device and of the engineers device, adapted to actuate the stopping device only when a desired train speed limit is exceeded, and a supervising relay energized under normal train operation, but de-energizable by the track signal and being out of the engineers control, for placing, when tie-energized, said second automatic device in controlling position, permitting the engineer to exercise the train control at will so long as the train speed remains within the desired speed limit.

at. A device for automatically stopping a train by a track signal, comprising a stopping device on the train and a stop actuating device normally controllable by the engineer, an independent automatic stop actuating device, and means controlled by the track signal for actuating said automatic device, means controllable by the engineer for resetting said automatic device to inoperative position and for maintaining it in said position if desired, a speed responsive second automatic stop actuating device, independent of the first automatic device and of the engineers device,'adapted to actuate the stopping device only when a desired train speed limit is exceeded, and a supervising device'on the train also controlled by the track signal, but out of the engineei"s control, for placing said second automatic device in controlling position, permitting the engineer to exercise the train control at will so long as the train speed remains within the desired speed limit, and means out of the engineers control for resetting said supervising device to normal to return said second automatic device to inoperative position. 7

5. A device for automatically stopping a train by a track signal, comprising a stopping device on the train and a stop actuating device normally controllable bythe engineer, an independent automatic stop actuating device, and means controlled by the track signal for actuating said automatic device, means controllable by the engineer for resetting said automatic device to inoperative position and for maintaining it in said position if desired, a speed responsive second automatic stop actuating device, independent of the first automatic device and of the engineers device, adapted to actuate the stopping device only when a desired train speed limit is exceeded, and a supervising relay energized under normal train operation, but de-energizable by the track signal and being out of the engineers control, For placing, when de-energizcdsaid second automatic device in controlling position, permitting the engineer to exercise the train control at will so long as the train speed remains within the desired speed limit, and means out of the engineers control for locking said relay in de -energized condition.

6. A device for automatically stopping a train by a track signal, comprising an electrically energized stopping device on the train, an engineers hand controlle and associated circuits for normally actuating said stopping device, an automatic controllc and its associated circuits normally inoperative and operated by the track signal for actuating said stopping'device independently of the engineers controller, means controllable by the engineer for resetting said automatic controller to inoperative position and for maintaining it in said position if desired, a governor controlled contact device and associated circuits adapted toenergize said stopping device independently of the engineefis and of said automatic controller, but only when a desired train speed limit is exceeded, and a supervising relay on-the trainout of the engineers-control and-being energized under normal train operation, but de-energizablc by the track signal, said relay having control contacts and associated circuits for maintaining'when energized, said hand controller and said automatic controller in complete controlof the stopping device, and for HERMANN ARNDT. 

